Marine condenser circulating system



Jan. 3, 1933. H. F. SCHMIDT 1,893,039

MARINE CONDENSER CIRCULATING SYSTEM Filed June 50, 1951 2 Sheets-Sheet l v as 22 v I j l F\G .E..

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' Fxq. WITNESSES 11v VENTOR W457 I HENRY F.5CHMSD1, BY c 05 A TTORNEY Jan. 3, 1933. H. F. SCHMIDT MARINE CONDENSER CIRCULATING SYSTEM Filed June so. 1931 2 Sheets-Sheet mm 'IIIIIIIII/{IA INVENTOR HENRY F. Scar n01".

ATTORNEY Patented Jan. 3, 1933 PATENT OFFICE mil? seniors-01 Lmsnownn, rmmvmra, ASSIGNOR 'ro wns'rmonousn' conmmsna cmcumrme srsrnm:

Application filed June so, 1931. Serial no. 547,923.

latter type wherein the water is circulated by movement of the ship, such systems being generally referred to as scoo systems, and it has for an object to provi e apparatus of the character designated which s all occupy less space, entail less weight, be less expensive to manufacture and install, and which shall be capable of operating at a substantially higher efliciency than the apparatus of this character which is at present in vogue. These and other objects are eifected by my invention, as will be apparent from the following description and claims,'taken in connection with the accompanying drawings, forming a part of this application, in which: Fig. 1 is a view, in sectional elevation, of one form of marine condenser circulating system arranged in accordance with my invention; Y E Fig. 2 is a plan view of the system shown in i 1 Fig.2; is a view, in sectional elevation, of the inlet fitting of the circulating system;

Fig. 4 is a view, in elevation, looking at the underside of the hull structure; and,

Figs. 5 and 6 are cross-sectional views taken on the lines V-V and VI-VI of Fig. 3, respectively.

In my copending application, Serial No. 382,456, filed July 31, 1929, for condenser scoop, and assigned to the Westinghouse Electric and Manufacturing Com any, there is disclosed and claimed a system or circulating cooling water through the steam condenser of a ship by movement of the ship wherein the principle of velocity-pressure conversion is utilized to create an increased static pressure for overcoming the resistance to flow offered by the condenser. Such a system difiers fundamentally from the systems now in vogue wherein the kinetic ener of the water is relied upon to force t 6 water through the condenser. In the latter systems, an inlet conduit or scoop fitting is provided which has a relatively large flow-area near the shell of the ship and which converges in the direction of the flow of the water. Such scoops are usually provided with a lip which extends outwardly from the hullof the ship, the idea being that the lip and the large entrance area cooperate to scoop as much water as possible into the pipe which supplies the condenser. In order to accommodate the latter type of scoop fitting, a very substantial openmgmust be cut in the hull of the ship and several of the ships frames must be altered, all of which increases the cost of manufacture and installation. Furthermore, the lip provided on such scoops offers considerable resistance to the movement of the ship through the water. In it increases hull resistance.

In accordance with the principles set forth in the aforesaid copending application of mine, I provide an inlet fitting or scoop which has a considerably smaller inlet flow-area and which diverges, rather than converges, in the direction of flow, the degree of divergence being such'that it is capable of converting some of the velocity energy of the water into energy in the form of increased static pressure. Because of its relatively small inlet, such an inlet fitting or scoop can be installed in a ship with a minimum amount of alterations to the ships-normal hull structure, framing etc. Furthermore, I have found that, with my system of circulation, the lip hereother words,

tofore provided onthe scoop may be dispensed with, the entrant end of the intake fitting or scoop being made substantially flush the hull of the ship. As a result, such a form of intake conduit or scoop eliminates the resistance to movement of the hull structure through the water as caused heretofore by the lip of the scoop.

Therefore, in the present application, I disclose and claim a form of inlet fitting or scoop which is so constructed and arranged as to be capable of efiecting a velocity-pressure conversion of the water, which can be readily installed in a ship with a minimum amount of alteration to the ships normal hull struc ture and which will not add resistance to -steam into the condenser 13 in a manner well understood in the art. The forward end: of the ship is to the right of the illustration and the after end of the ship is to the left of the illustration, the ahead motion of the ship being indicated by the arrow.

he condenser 13 is provided with a pair of inlet water boxes 16 located at its forward end and with a pair of discharge water boxes 17 located at its after end. Cooling water is supplied to the inlet water boxes 16 by a scoop or inlet fitting 18 which communicates at its lower or inlet end 19 with the sea and at its upper or discharge end 21 with a sea valve 22. The fitting 18 iscurved from its inlet end 19 in a direction rearwardly and inwardly of the hull structure 11, and extends through the inner plating StilllCtllI'G at 23. Supported upon the sea valve 22 is a mani-v fold 24 having branch outlets 25 communicating, respectively, through expansion joints 26 with the inlet water boxes 16.

Supported upon the manifold 24 is a prime mover 27 for driving a propeller (not shown) located within the manifold 24 for circulating cooling water through the condenser at times when the movement of the ship is not adequate to produce the required circulation. For a detailed description of the construction and operation of the prime mover 27 and the propeller driven thereby, reference may be had to my copending application, Serial N 0. 515,759, for condenser circulating system, filed February 14, 1931, and assigned to the Westinghouse Electric and Manufacturing Company.

Each of the discharge water boxes 17 communicate through separate conduits 28 and sea valves 29 with overboard discharge sea chests 31 which-extend through the inner plating structure 12 and communicate with the sea at 30. For a detailed description of the construction and operation of the discharge sea chests 31, reference may be had to my copending application, Serial No. 547,120, filed June 26, 1931, for marine sea chest, and assi ed to the Westinghouse Electric and anufacturing Company. Sea chest is a nautical term used to define any conduit fitting connected to the hull structure of the ship which aflords communidirection of insertion being cation between the sea and the interior of shi. 7

the latter embodies an inboard section 32, an

outboard section 33 and an intermediate connectingsection 34. The inboard-section 32 is inserted through a suitable opening 35 provided in the inner plating structure 12, the from the inner side of the inner plating structure. The inboard section 32 is provided with a supporting flange 36 secured in a fluid-tight manner to the inner plating structure 12, as by bolts 37. The inboard end of the section 32 is also provided with a flange 38 for securing thesame to the sea valve 22. Axially ex--' tending ribs 39 are provided between the flanges 36 and 38 so that the section 32 may serve as a supporting structure for the piping connecting with the condenser.

The lower end of the section 32 is counterbored, as at 41, to accommodate the intermediate section 34. The latter is fixedly secured to the inboard section 32 as by brazing while, at its outboard end, it is provided with a flange 42 secured to a similar flange 43 provided on the outboard section. The flanges 42 and 43 are preferably joined by some disconnectible means such as, for example, bolts 44.

The outboard section 33 is inserted through a suitable opening 45 provided in the hull structure 11. The section 33.may be inserted from outside of the hull structure. It is provided withan outboard securing flange 46 which fits flush or as nearly flush as practicable against an outer surface portion of the hull structureand is secured to the latter in some fixed manner, as by rivets 47.

As is apparent from Fig. 4, the entrant end 48 of the fitting 18 is of substantially rectangular conformation. As will be ap-,

parent from Fig. 5, the bore of the fitting is such that it transforms from a rectangular conformation at the inlet end to a circular conformation near the outlet end. The sections 32, 33 and 34=are so formed thatthe assembled fitting curves inwardly and rear- Wardly from the hull structure 11, theahead motion of the ship having been indicated-by the arrow.

The entrant end of the scoop is of smaller flow-area than the discharge end. In other words, the flow-area diverges in a direction from the inlet end toward the discharge end. The inlet flow-area may be defined as the lengths AA plus A multiplied by the width of the inlet opening, which is the distance B,-B. The discharge area of the scoop is that of a circle having a diameter CC. Inasmuch as thefitting 18 properly diverges in the rection of flow from the inlet end 18 to the discharge end 38, it is capable of effecting a conversion of some of the velocity energy of the water entering through the inlet 48 into energy in the form of increased static pressure. In other words, the velocity in the entrant end of the fitting is higher than at the discharge end while the static pressure is lower at the entrant end and higher at the discharge end.

For a conduit that is of circular crosssection throughout its divergent length, the optimum angle of divergence is approximately 10 while for ducts of square or rectangular cross-section, the optimum angle of divergence is approximately 8. It will, therefore, be apparent that, in the present embodiment, wherein the cross-section transforms from a rectangle to a circle, very efiective conversion of velocity into pressure can be obtained by using an angle of divergence between 8 and 10. Greater or lesser angles of divergence than this can be employed. However, as the angle of divergence is increased, the apparatus becomes less effective until, with a divergence of 30, the effect is practically nil. Below 8, effective conversion of velocity into pressure can be had but, as the divergencebecomes smaller, the fitting must be increased in length. This is frequently impracticable in installations of the character set forth and, in addition, is objectionable in that friction losses in the piping are increased.

Disposed within the fitting is a guide vane structure 51, a section 52 of which is carried by the intermediate section 34. The guide vane structure 51 has its entrant edge 53 disposed in the plane of the outer surface of the flange 46 and it curves rearwardly and inwardlv from the hull structure in accordance with the flow axis of the fitting 18. The inlet end 48 of the section 33 is provided with a strainer bar 54 which supports the outboard end of the guide vane structure. The strainer bar 54 extends in a fore-and-aft direction across the inlet opening 48. It is provided at its fore-and-aft ends with palms 55 secured to the fitting 33, as by tap rlvets 56. The outboard end 57 of the guide vane structure 51 is, preferably. formed integrally with the strainer bar 54, the guide vane sec-v tion 57 extending in an athwartship direction and having palms 58 secured to the inner and opposing sides of the fitting 33, as by tap rivets 59.

The fitting 18 mav be readily assembled in a ships structure by inserting the section 32 with the section 34 assembled thereon through the opening 35 in the inner plating structure, the direction of insertlon being from the inner side of the inner plating structhe Westinghouse Electric and Manufacturing Company, the intermediate section 34 may be composed of some material, such as annealed copper, which is relatively soft so that, should there be any displacement of the hull structure 11 toward theinner plating structure 12, the intermediate section 34 may readily deform without impairing the water-tight integrity of the fitting.

Furthermore, the yieldable section 34 facilitates assembly and installation of the inlet fitting, for, if any of the connections should be out of alignment, the section 34 is capable of yielding to bring the parts into position to provide for fluid-tight connections of the parts of the fitting and proper flush fitting of the flanges 36 and 46, a ainst th inner and outer plating, respective y.

From the foregoing description, the operation of my invention will be apparent. Assuming that the ship is moving in an ahead direction, that is, the direction indicated by the arrow, there is a relative velocity between the hull of the ship and the sea water adjacent thereto. This causes a flow of water into the entrant end 48 of the fitting at a velocity dependent upon the relative velocity of the ship and the sea water. As the sea water flows through the fitting 18, its velocity is reduced due to the gradually enlarging flow-area, and the energy thus given up is converted into energy in the form of increased static pressure. In other words, the static pressure at the exit end 38 of the fitting is greater than at the entrant end 48. This increase in static pressure is therefore made available to overcome the resistance to flow offered by the condenser 13. In other words, the dilference between the static pressure in the inlet water boxes 16 as compared with the discharge water boxes 17 is increased, and, thus, flow through the condenser is facilitated. The water is discharged from the discharge boxes 17 through the overboard discharge sea chests 31.

It will be noted that I have provided one inlet fitting or sea chest 18 and two overboard discharged sea chests 31 and that the combined flow-area of the overboard discharge sea chests 31 is greater than the entrant area of the fitting 18. In other words, any restriction of flow in the overboard discharge sea chests that might interfere with the maintenance of the static pressure differential created at the two ends of the condenser is avoided.

From the foregoing, it will be apparent that I have evolved a new form of inlet fitting or scoop which, where it joins the hull structure of the ship, is quite compact and occupies relatively little space as compared with the types at present in vogue. As will be apparent from Fig. 1, the installation of such a form of scoop interferes with a mini-.

the word scoop has been employed to dcs lating system. However, as used in the present application, the wort scoop 18 not used ignate the inlet fitting 18 of the water circuin'the generally accepted senseof scraping or slicing because such action is not required. with applicants system of circulation, the lip which performs the action of scraping or slicing in the scope of the prior art being entirely eliminated.

- shell structure, which comprises. a conduit While I have shown my invention in but one form, it will be obvious to those skilled in the art that it is not so limited but is susceptible of various changes and modifications without departing from the spirit thereof, and I desire, therefore, that only such limitations shall be placed thereupon as are imposed by the prior art or as are specifically set forth in the appended claims.

Whatl claim is:

1. The combination with a ship having an inner and outer plating, of a scoop construction for the ships condenser and having a passage which diverges'inwardly and which extends inwardly from the surface of the ship and rearwardly, said passage including an inner conduit member carried by the inner plating and extending into the space between the inner and outer plating, an outer conduit member carried by the outer plating and having its inlet end flush with the outer plating, said outer conduit member extending into the space between the inner and outer plating, and yieldable, water-tightcoupling means connecting the adjacent ends of the conduit members.v

eas es ship by movement of the ship wherein the ship embodies a shell structure and a watertight plating structure spaced inwardly from the shellstructure, each of said structures having an opening for the circulation of water, the comblnation of an inner conduit section telescopically inserted through the opening in the inner plating structure in a direction toward the shell structure, a flange provided on the inner conduit section and fixedly secured tothe mner slde of the inner plating structure, an outer conduit sectlon telescopically inserted through the opening in the shell structure in a direction toward the inner plating structure, a flange provided on the outboard end of the outer conduit section and fixedly secured to the shell structure, and yieldable means connecting the inner and outer conduit sections, said inner and outer conduit sections and said yieldable means forming a-single conduit curving rearwardly and inwardly from the shell structure to the inner plating structure.

4:. An intake fitting as claimed in claim 3 wherein the conduit'formed by the inner and outer conduit sections and the yieldable section diverges in the direction of flow so'as to effect a velocity-pressure conversion of the water passing through the fitting to provide added static pressure head for overcoming the'resistance of the condenser.

In testimony whereof, I have hereunto subscribed my name this 24th day of June, 1931-.

7 HENRY F. SCHMIDT.

An intake fitting for a system for circu-- I lating waterthrough the condenser of a ship by movement of the ship wherein the ship embodies a shell structure and a water-tight plating structure spaced inwardly from the having spaced inlet and discharge ends, said inlet end being disposed substantially parallel with the hull of the ship and saidconduit curving in a general direction rearwardly and inwardly of the ship from the shell structure through the inner plating structure, said conduit having a relatively small inlet flow-area and a relatively large discharge flow-area and having its flow-area gradually diverging in a direction from the inlet end toward the discharge end so as to effect a velocity-pressure conversion of the water passing through the fitting to provide added static pressure head for overcoming the resistance of the condenser, and said conduit comprising an inlet conduit portion secured to the hull of the ship, an outlet con- 

